Патент USA US2108970код для вставки
Feb. 22, 1938. a G. MCKINNEY _ 2,103,970 SYSTEM OF SPEED REGULATION Filed‘April 20, 19:54 2 Sheets-Sheet 1 /O 2- A ' ' @n I 7 Edward G". M’ l'pgeq' ' 5 Q ‘73 $545. " W4 Feb. 22, 1938. _ E. G. McKlNNEY ‘ 2,108,970 SYSTEM OF SPEED REGULATION v Filed April 20, 1934 . 2 Sheets-Sheet 2 _ K ~/ 924 Y - . K warm-M” @6» 2 2, 108,970 Referring now to the drawings and particularly to fabricate the bell crank lever 25 of spring steel to Figs. 1, 2 and 3, the reference character I and so proportion the parts that braking engage designates an accelerator pedal, preferably of the ment between ‘shoe .23 and column I4 is had prior full length type to reduce foot and leg fatigue, to the full tilting movement of foot pedal I, with the pedal being mounted to extend along the in the bell crank ?exing to allow continued tilting clined foot board 2 of a vehicle body. The pedal vmovement of the pedal I until the latter. engages may be suitably arranged ,to'move on a transverse stop21’, the additional rotation being provided axis whereby the relatively forward part thereof for a purpose to be described. . , k may be depressed as'is conventional, such mount 10 ing comprising a pivot pin 3 extending through a post or support 4 secured to the floor board 2 and a rib 5 extending from the under face of the‘ pedal. The aforesaid parts are held in suitable relation as by av nut Ii secured to one end of the 15 pin 3. The pedal I is also tiltable on a longitudi Foot pedal I further carries a clutch operating rod 30, the rod- being pivoted to the pedal as at 10 3| and extending axially through the tube I3 and column- I4 and generally parallel to the rod I8 - previously described. As pedal I is tilted about the axis of pivot pins 1 and I2, it will be seen that axial movement is transmitted to clutch rod 33, the additional rotation permitted pedal I sub sequent to braking action by the flexibility of ' crank 25 serving to cause an appreciable axial movement thereof relative to rod I3. By reference to Figs. 1, 2 and 5, a clutch hous 20 nal axis by suitably hinging the rib .5 to the pedal I by the provision of a longitudinally extending pivot pin ‘I which extends through the upper por tion of the rib and through webs 3 or the like 20 ?xed to the pedal I. A suitable pivot spring 9 may be provided to maintain the pedal I in nor ing generally designated at 32 is rigidly’ secured to rod I8, the housing being suitably enlarged in. mal level position except when positively held tilted. The pedal I is also preferably provided with a raised edge or ?ange III to prevent thefoot the direction away from rod I8 and recessed as at 33 to provide a seat for a U-shaped clamping ring axis of pivot pin 1. The forward portion of pedal I is also hingedly related, as by a universal joint I2'which is coaxial with pivot pin 1, to a tube I3 extending downwardly within a tubular column 34 of spring steel. A rod 35 extends axially 25. through housing 32 and in parallel relation to rodsv I3 and 30. The normal action of clamping ring 34 is to bind against the rod 35, which latter is slidably mounted in a‘?xed bearing support 33 25 from slipping oil the pedal as it is tilted about the 30 I4 (Fig. 3), the saidcolumn being rigidly fixed adjacent one end and- has its other end connected 30 to a bell crank 31. The bell crank 31 is suitably to the ?oor board 2 by suitable means not shown. The tube I3 is’ provided with an upstanding lug I5 against which the pedal I is urged by-a pivot spring or equivalent means I6 which augments 35 the action of spring 9 to maintain the pedal I in normally horizontal or level position. articulated to push rod 33 which is connected to the. throttle valve V generally located in the in take line to the engine E. The tube I3 is slidably related within the tubu point 22 on the engine block, for example. From the foregoing description, it will be obvious that as downward foot pressure is exerted on pedal I, the pedal is depressed about the axis of pivot pin pressure on pedal I II causes the parts to return to 3 and downward motion of its forward end is their normal raised or idling position due to‘ac 45 transmitted through tube I3 to rod I3, against the urge of spring 2I. Conversely, as foot pres tion'of spring 2|. _ sure is relieved, spring 2I will urge rod I3, tube I3, 50 and foot pedal I into its normal raised or idling " According to the present invention, I make pre vision for locking the foot pedal I and parts mov . able therewith in any position of depression, such means being operable upon tilting of the foot pedal I in an‘anti-clockwlse direction about pivot - St to rod I8 connected through the medium of tube E3 to foot pedal I. Depression of the foot pedal depresses rod I8 and clutch housing 32 car ried thereby, and also the rod 35 clutched to rod I3. Consequently, the bell crank 31 is actuated 40 about its point of support to actuate push rod 33 to open the throttle valve and admit an increased fuel supply to the engine. Release of the foot lar column I4 and has ?xed to its lower portion by suitable means a rod I3 which extends gener 40 ally downwardly and may terminate in an o?set 20 which is connected by spring 2! to a fixed position. I Assuming normal pedal regulation, rod 35 is 35 clutched through the medium of clamping spring . . ‘ - To effect de-clutching of rod 35 from rod I8, foot pedal I is tilted‘as previously described, such action imparting axial movement to the clutch rod 30 relatively of rod I3. This relative axial 60 movement is utilized in de-clutching rods I3 and 35 in the following manner. A cam 40 has its stem portion trunnioned for rotation inrod I3, the cam portion extending intermediate said rods and‘ being disposed between the legs of the U 55 shapedv clamping ring 34. The ‘stem portion of pins ‘I and I 2. One form of such locking means is illustrated and will now be described. Leitwise ofthe pivot I 2, foot pedal I carries a link 24 which the cam 43 has rigidly secured thereto a link 42, 60 is pivotally connected to the pedal as at 24a, the > the link extending to the clutch rod 30 and being ' link at its other'end' being articulated to a bell ?exibly connectedv thereto as by pin 43. As clutch 60 crank lever 25 fulcrumed as at 23' in the tube I3. rod 3011s moved axially relative to rod I3, link The other end of the bell crank 25 carries a brake 42 is actuated in a rotary direction about the shoe 23 which extends through a longitudinal slot relatively fixed axis of cam 43 and causes rotary movement of the cam whose design is such that 65 21 provided in the tube I3, whereby the braking its‘ high points engage the ends or legs of- clamp 65 surface of the shoe may engage against the inner surface of the tubular‘column I4. The'tube I3 ing ring 34 to spread the same. The spreading carries at its upper end portion a stop lug 21' action releases the binding pressure of thering which functions to limit the tilting movement of. 70 the pedal I. Thus link 24 and bell crank 25, upon tilting of the foot pedal _I, forces the brake shoe 26 into braking engagement with tube I4, it being understood that such braking action can bej,ob tained during any position of depression of foot 75 pedal I and tube I3 movable therewith. I propose 34 on rod 35 and e?ects a disconnection, between" , rod I3 and rod 35. Thus as pedal I is tilted in an anti-clockwise direction, locking of the pedal I in any depressed position as determined by the 70 operator is eil'ected and, simultaneously, discon ne?tign between the foo pedal I and-push‘rod 38 is a . . 5 > - , l 1' Considering now the means for automatically 75 3 2,108,970 . elements 80, 8| which are of irregular cross-sec regulating the speed of the vehicle upon locking of pedal In in a depressed position and simulta- , tion, preferably square, whereby they may trans mit such rotation. The telescoping element 80 neous disconnection of\the manual control, ref erence is made to Figs. 1, 6, 'I and 8. Reference V is universally jointed at its end, as at 82, with a stem t3 extending through and journaled in rod character 50 indicates generally a governor of the fly-ball type hereinafter termed the main Ill. The stem 83 has fixed thereto a pin 84 governor, which comprises the fly-balls 5i linked which extends to and is ?exibly connected to the axially movable rod 30. As pedal l is tilted, rod as by links 52 to a ring 53~fast on shaft 5!, which _may be a stub shaft driven from the drive shaft 30 moves lengthwise relative to rod i8 and causes pin 85 to rotate the stem 83 on its axis, which ro 10 10 of the vehicle which is suitably driven from the tation is transmitted to telescoping elements 80,‘ crank shaft of the engine to be regulated. Com panion links 55 extend between the balls SI and Bi. The element BI is universally jointed as at 84a to a cam rod 85 which carries at its end a cam surface 85, the cam rod being rotatable by a slip ring 56 dove tailed or morticed to the non 'rotatable guide ring 51 which is arranged about an axially movable tube 58 on stub shaft 54, which tube will me more fully described hereinafter. The guide ring 51 has fixed to one side thereof a rotation of the telescoping rods 80, 8!. The cam end 86 extends between the ends of a clamp 81, spring retaining ring Bid for a loading spring Bi disposed about the tube 58, the other end of the sponsive to ?y-ball action of governor ‘Ill. The preferably U-shaped and of spring steel, which is disposed about the tube 58 which latter. is re- - 20 spring being retained by a ring or ?ange 62 at one end of tube 58. Guide ring 51 has ?xed to its other side a yoke ring 63, to which is pinned, as by pins 64, a yoke 85 formed at the end of a rod 66, the other end of which is connected to an 25 arm of a bell crank 61 (Fig. 1)., The said bell crank is mounted from a ?xed support 68 and has its other arm articulated to the push rod 38 here tofore described. , From the foregoing description and under the 30 assumption that retaining ring or ?ange at end of tube 58 remains in a-?xed position, it will be apparent that fly-ball action of the main gover nor, upon rotation of the shaft 54 driven from the main shaft of the vehicle, is transmitted to yoke ring 63 and in turn, by linkage 86, 5‘! and 38 is transmitted to the throttlevalve in the fuel sup ply line to the engine. Considering now the means for controlling the action of the main governor 50, I provide an aux 40 iliary governor or speed setting governor gen erally indicated at m whose function mm to load the main governor during normal pedal actua tion whereby the main governor setting corre sponds to the speed at which the vehicle is trav 45 eling, and which also functions to set the main governor to the speed at which the vehicle is running at the instant of change-over from man ual to automatic regulation. Said auxiliary gov ' 'clamp 8i is so arranged that it effects no clutch— 20 ing or looking action on tube 58 during normal pedal actuation. That is to say, the cam end 85 normally acts to spread the ends of the clamp 81 whereby tube 58 may move freely therethrough. At the instant of‘ change—over from manual to 26 governor regulation, however, cam rod 85 is turned on its axis in accordance with the fore going and the ends of the clamp 8‘! spring towards each other to clamp against the periphery of the tube 58 and lock the same against movement in 30' response to actuation of governor 10. Such ac- . tion in turn sets the compression of spring GI, and the main governor 50 is consequently set to the rate of speed obtaining at the instant of change-over, If the vehicle speed falls below that to which" the governor 50 -is set, the action of spring 6| tends to open the throttle valve to the engine to admit an increased fuel supply. On the other hand, if the speed increases above that to which the governor is set, the action of the fly 40 balls 5| acts against the urge of spring 6| to reduce the fuel supply. ‘ It will be understood that the position of clamp or clutch 8? is fixed and, conveniently, may be arranged in a suitable recess in a fixed part such as an arm at which extends from a housing 9| in which the governors 59, ‘F0 are enclosed whereby to prevent admission of dirt or dust thereto. ernor, ‘it has fly-balls ‘H substantially identical ' The stub shaft may be journaled in suitable bear to the balls 5i and which are linked as by links ' ‘F2 to a ring 13 fast in the stub shaft 55. Com panion links it connect the balls ‘I! with a slip ring ‘it dovetailedto a non-rotary guide ring ‘it to which is secured the other end of the tube 58 previously referred to. Fly-ball action of the main and auxiliary governors 50, ‘Ill, respectively, being identical due to proportioning of the fly balls but opposite by reason of the opposed action ings 92, 33 at the ends of said housing, and simi 50 larly cam rod 85 may extend through a bearing 96 in one wall of the housing. -I further propose to mount in the housing wall a'ball joint 95 through which yoked rod 66 extends, such form of joint permitting tilt of the rod 66 about the center of the ball of the joint and at the same time permitting axial movement of said rod. The provision of such a sealed joint also serves to ex thereof at the same car speed, results in the main ' clude dust and dirt from the interior of the hous governor being loaded by the action of fly-balls ‘ll being transmitted through tube 58 to vary the compression of spring 6| in accordance with speed conditions. Thus, under normal pedal ac tuation, the auxiliary governor constantly setsv the compression of spring 6! so that the main governor setting is the speed existing at any mo ment. ' Considering now the mechanism for causing the auxiliary or speed setting governor ‘m to set 70 the governor 58 at the speed obtaining at the in= stant of change-over, reference is made to Figs. 1, 6 and 9, and to the‘ previous description of the axial movement relative to rod l8o given the clutch rod 30 as pedal i is tilted. I utilize such axial 75 movement to cause rotation of the telescoping ing. ' - The operation of my regulating system will now be described generally. If manual regula tion is desired, the operator depresses pedal-‘I as usual, such depressing tube‘. l3, rod i8 and rod 35 clutched thereto, and actuating bell crank '31 and 65 push rod 38. During such manual regulation, governors 58, it may act normally in response to vehicle speed, with governor ‘l0 acting to con stantly set governor 59 at the speed at which the vehicle is traveling. If the operator has brought the vehicle to a desired speed, such as forty miles per hour, and desires to maintain that speed for a substantial period of time thereafter, the pedal l- is tilted in a counterclockwise direction and vheld tilted by a slight pressure of the foot. It 75 4 ' 2,108,070 _ being understood that the pedal, prior to tilting, had been depressed sufiiciently to bring the car to the 40-mile rate'of speed, the tilting action auto; matically locks the pedal I in ‘its depressed posi throttlevalve for actuating the same, automatic 7 means operatively related to the throttle valve for actuating the same, and means for simul tion, simultaneously declutches rods I8, 35, and taneously rendering one of said-means eifective rotates the telescoping elements It, 8| which in valve, said last-named means including mecha— nism continuously adjusting the automatic means turn rotate cam rod 05. This rotation actuates the clamp 81 into clutching'engagement with tube 58, fixes the position of retaining ring or 10 ?ange 82 and consequently ?xes the compression of spring 6|, it being understood that the ?y balls 5i and ‘H are in a position de?hed by the 40-mile rate of speed.v Regulation is now eil'ected wholly through the governor 50, with spring 6| 15 tending to increase the speed if’ the same falls oil, and the ?y-balls tending to decrease the speed if the 40-mile rate is exceeded. If the operator now, desires to return to the manual or pedal controLhe returns the pedal I 20. to its level position. Such action serves to re lease the braking shoe 2! whereby the pedal may be freely actuated in a fore and aft direction, and also clutches the rod 18 to rod 35 to bring the push rod 38 under the control of the pedal. The 25 leveling of the pedal also acts to actuate the clutch rod 30 in an axially upward direction relative to rod I8 -and thus rotates the telescop ing elements 80, ll. Such rotation causes the cam 86 to spread the spring clamp 81 and release 30 the tube 58 so that it may move in response to ?y-ball action of governor 10. Consequently, governor ‘Ill now is operative to load the spring SI and set governor III at the speed at which the vehicle is traveling as determined by the manu ally operable pedal I. ~ ' and the other means ineffective to actuate said to speeds developed by said engine when said valve is actuated by said manual means. ' 2. In an apparatus of the character described, I. the ply ply the combination of a vehicle engine, a fuel sup line thereto, a throttle valve in the fuel sup line, manual means operatively related to throttle valve for actuating the same, auto matic means operatively related to the throttle valve for actuating the same, and means for if selectively rendering one of said means ineffective to actuate the throttle valve, said last-named, _ means being operable upon actuation to render the other means effective to actuate the throttle valve and including mechanism continuously ad justing said automatic means to speeds developed by said engine whensaid valve is actuated by said manual means; ~ g 3. In an apparatus of .the character described, 25 the combination of a vehicle engine, a'fuel supply line thereto, a throttle valve in the fuel supply line, manual means operatively related to the throttle valve for actuating the .same, automatic means operatively related to the’throttle valve for 30 actuating the same, adjusting mechanism asso ciated with said automatic‘ means for adjusting continuously said automatic means to speeds developed by said engine when the valve is ac tuated by said manual means, one of said means The above-described system. of speed control is being normally eifective to actuate the throttle 35 ~simple and e?lclent in operation and can be valve, and means including said mechanism for readily installed on all cars of present-day make (rendering said one means ineffective and simul and design. While having a high i degree vof taneously therewith ,for ‘ rendering the- other 40 utility as applied to a motor vehicle not utilizing ‘means effective to actuate the valve. 40 free-wheeling principles and the like, it is also ' 4. In an apparatus of the character described, adaptable to vehicles utilizing free-wheeling as the combination of a vehicle engine, a fuel supply the governor arrangement aforesaid functions to ' line thereto, a throttle valve in the fuel supply reduce engine speed to idling when the car coasts line, manual means connected to said valve and faster than set speed and brings the engine back normally e?'ective to actuate the same; automatic up to speed when the ‘car slows down below set means connected to said valve and normally in speed, all without the attention of the driver. e?ective to actuate the same, adjusting mech The system above described is further one that is anism associated with said automatic means for capableof inexpensive fabrication and applica-_,7 adjusting continuously said automatic means to speeds developed by said engine when the valve It will be understood that the above described is actuated by said manual means, means for system is one capable of modification and sub rendering said manual means ineilective to ac stitution without departing from. the spirit and tuate said valve,‘ and means responsive to the ac scope of the present invention, and all such modi tuation of said last-named means for interrupt- . ?cations and substitutions,v as would bediscernible ing actuation of said adjusting mechanism where to one skilled in the art, are intended to be em- by to render said automatic means eifective to braced within‘ ‘the scope ofsthe present disclosure. ' actuate said valve. I So also, it will be understood that the herein de 5. In a system of speed regulation for motor scribed system of regulation and control has ap vehicles having ‘a fuel supply line to the engine 60 plication to driving motors and engines generally, thereof and a throttle valve in the fuel supply 00 and is broader in its ‘application than to the line, the combination of operator controlled regulation of the speed of automotive vehicles means operatively related to said valve for ac driven by engines of the internal combustion type. tuating the same, speed governor means opera As many changes could be made in carrying tively related to said valve for actuating the out the above constructions without departing same, means under the control of the operator from the scope of the invention, it is intended for selectively rendering one of said means ef that all matter contained in the above description fective and the other means ineffective to control or shown in the accompanying drawings shall said valve, and means continuously adjusting'the be interpreted as illustrative and not in a limiting setting of=the speed governor means to corre sense. ' tion. I claim: . , _ ‘ 1. In an apparatus of the character described, the combination of a vehicle engine, a fuel supply spond to speeds developed by said engine when said-valve is actuatedby said operator controlled means. ' '- _ 6.‘ In a system of speed regulation for motor ‘line thereto, a throttle valve in the fuel supply vehicles having a fuel supply line to the engine 75 line, manual means operatively related said‘ thereof and a throttle valve in the fuel supply to “*5 2, 108,970 line, the combination of operator controlled varying rates of speed developed by said engine, means‘operatively related to the valve for ac tuating the same, speed, governor means oper atively related to the valve for actuating the rate of speed within the range of speed rates de same, one of said means being normally effective to actuate said valve, means for rendering said and means for setting the governor to a ?xed veloped by said engine. ' 12. In a system of speed regulation, the com- I bination of a governor connected in controlling relation to an engine or the like, means oper means effective to actuate said valve, and means ' ative to adjust continuously the governor in ac-. last-named means ine?ective and the other continuously adjusting the setting of the speed governor means to correspond to speeds developed ' cordance with varying rates of speed developed by said engine, means operative to set the gov 10 by said engine when said valve is actuated by said - ernor to function at a fixed rate of speed within ' the range of speed rates developed by said en operator controlled means. 7. In a‘system of speed regulation for motor gine, and means for selectively rendering one [of I vehicles having a fuel supply line to the engine 15 thereof and a throttle valve in the fuel supply line, a manually actuable element connected to the valve and normally effective to actuate the same, a speed governor connected to the valve, means continuously adjusting the setting of the 20 governor to correspond to speeds developed by said engine when said valve is actuated by said element whereby said governor is normally in effective to actuate the valve, and means for rendering the element and said adjusting means 25 ineffective and the speed governor effective vto actuate the valve. 8. In a system of speed regulation for motor vehicles having‘ a fuel supply line to the engine thereof and a throttle valve in the fuel supply 30 line, a manually actuable element connected with the valve and normally e?ective to actuate the same, a speed governor connected with the valve but normally ineffective to actuate the same, and means for rendering said element ineffective and 35 for rendering the speed governor effective to actuate the valve, said means being operative at any position of actuation of the element as de termined by the operator. 9. In a system of speed regulation for motor vehicles having a fuel supply line to the engine thereof and a throttle valve in the fuel supply line, a manually actuable element connected with the valve and normally effective to actuate the same, a speed governor connected with the valve, means for continuously adjusting the speed gov 45 ernor setting to correspond to vehicle speeds de veloped by the engine under control of the man ually actuable element, whereby said speed gov ernor is normally ineffective to actuate said valve, and means for rendering said element and said 50 adjusting means ineffective whereby to render the speed governor effective to actuate the valve. 10. ‘In a system of speed regulation for motor vehicles having a fuel supply line to the engine thereof and a throttle valve in the fuel supply line, a manually actuable element connected with the valve and normally effective to actuate the same, a speed governor connected with the valve, means for continuously adjusting the speed gov ernor setting to correspond to’ vehicle speeds de-~ 60 55 veloped by the engine under the control of said manually actuable element, whereby said speed governor is normally ineifective to actuate the valve, means to render said manually actuable element ineffective to actuate the valve'and at 65 the same time to render said adjusting means inoperative, and means responsive to the actu ation of ‘said last-named means for adjusting the governor to a ?xed rate of speed correspond- _ 70 ing to the vehicle speed obtaining at the instant of change-over. 11. In a system of speed regulation, the com bination of a governor‘ connected in controlling relation to an engine or the like, means contin 75 uously setting the govemor in accordance with said means effective. 13. In a system of speed regulation, the com- " bination of a, governor arranged in controlling relation to an engine or the like, means for ad justing the governor in accordance with varying rates of speed developed by said ‘engine, and means for interruptingsuch adjustment and si 20 multaneously therewith for adjusting the gov ernor to a, determined ?xed rate of speed within the range of speed rates developed by said engine. 14. In a system of speed regulation, the com bination of a governor arranged in controlling relation to an engine or the like, an auxiliary gov ernor operatively related to said ?rst governor and adapted normally to adjust the ?rst governor. in accordance with varying rates of speed de veloped by said engine, and means for interrupt ing such adjustment function of the auxiliary governor and simultaneously adjusting said ?rst governor to a determined rate of speed within the range of speed rates developed by said en gine. , 35 15. In a system of speed regulation, the com bination of a governor arranged in controlling relation to an engine or the like, an auxiliaryv governor normally opposing said main governor and operative to adjust the main governor in accordance‘with varying rates of speed developed by said engine, and means operative at will to render said auxiliary governor inoperative for such adjustment, .and simultaneously to adjust said main governor to a ?xed rate of speed with in the range of speed rates developed by said en 45 gine. 16. In a system of speed regulation, the com bination of an» engine or the like, manual means normally operative to control the same, a gov 50 ernor in controlling relation to the engine, means continuously adjusting said governor to the vary ing rates of speed developed by said engine under said manual control, and means for changing over from the manual to the governor control, 55 said last-named means being operative to ren der the adjusting means inoperative. 1'7. In a system of speed regulation, the com bination of an engine of the like, manual means normally operative to control the same, a gov 60, ernor in controlling relation to the engine, means for adjusting said governor to the varying rates of speed developed by said engine under said manual control, and means for changing over from the manual to the governor control, said 65 lastmamed means being operative to render the adjusting means inoperative, and to adjust the main governor to a fixed rate of speed corre sponding to the rate obtaining at the instant of change-over. 70 18. In a system, of speed regulation, (the com bination of an engine or the like, manual means normally operative to control the same, a gov ernor for controlling the same, means contin uously adjusting the governor in accordance with 75 1 8,108,970 the varyingrates of speed developed by said en gine or the like under said manual control,'means "for changing over from the manual to the gov ernor control means, said last-named means be ing operative to render said adjusting means in operative and to adjust the governor to a ?xed rate of speed which corresponds to the speed rate obtaining at the instant of change-over. 19. In a system of speed regulation, the com bination of an engine ‘or the like, manual means normally operative to control the same, a main ‘governor for controlling the same, an auxil iary governor normally opposing controlling ac tion of said main governor, and means for dis-v connecting said manual control means from and simultaneously therewith for establishing the main governor in controlling relation to said ' engine, and means responsive to actuation of said last-named means to set the main governor to _ the rate or speed obtaining at the instant of dis- a connection of said manual control means. 20. In a system of speed regulation, the com bination of an engine or the like, manual means‘ normally operative to control the same, a main 6 governor for controlling the same, an auxiliary governor normally adjusting the main ‘governor speed setting to correspond to varying speeds de- 1. veloped by the engine under the control of said manual means, means for disconnecting the man 10 ual means from controlling relation with the engine, and means responsive to said last-named means to set the auxiliary governor at the rate v of speed obtaining at the instant of disconnec tion 01' the manual control means, whereby to 15 adjust the main governor to the aforesaid ‘rate , of speed. ' v EDWARD G. MCKINNEY.